Timer and distributor for traffic signals



A. OLA FSON TIM R AND ISTRIBUTOR FOR TRAFFIC SIGN L Filed Feb. 24, '1932 '7 Sheets-Sheff?l l III Jan. A 0- @LAF-5mm Y 2,227,552

TIMER AND DISTRIBUTOR FOR TRAFFIC SIGNALS Filed Feb. 24, 1932 7 Sheets-Sheet 2 v Jam "Jill" 1M.. A. o. OLAF-'SON 2,227,552

TIMER AND DISTRIBUTOR FOR TRAFFICv SIGNALS Filed Feb. 24, 1.932 '7 Sheets-Sheet 3 Jan. 7, 194L A. o. oLAFsoN TIMER AND DISTRIBUTOR FOR TRAFFIC SIGNALS Filed Feb. 24, 1932 '7 Sheets-Sheet 4L M ow Jan. 7, 1941. A. o. oLAFsN TIMER AND DISTRIBUTOR FOR TRAFFIC SIGNALS Filed Feb. 124,I 1932 'T SheetS-Shee'i'l 5 ,Jan- 7, 1941- A. o. oLAFsoN I 2,227,552

TIMER AND DISTRIBUTOR FOR TRAFFIC SIGNALS Filed Feb. 24, 1932 '7 Sheets-Sheefl 6 LIIIIIEl I LINE VEHICLE ACTUATED SWITCH Ew U veIIIcLE'Ac-rumw SWITCH 0 G) 00 f .I v d 67 g .90 I 5.9 2' V Il@ PEDESTRIM PEDESTRIAM ACTuATED VEHICLE ACTUATED llrg 70 SOLENOID swITcHes soIeIIoID SWITCHES l C o/ ...fI/'M l?? MAIILIALLY OPERATEIJ- CONTROL SWITCHES NAL SWITCHES DISTRIBUTOR TIMER DISC SWITCHES SWITCHES Jn. 7, '1941. A, Q QLAFSQN 2,227,552A

TIMER AND DISTRIBUTOR FOR TRAFFIC SIGNALS Filed Feb. 24, 1952 '7 Sheets-Sheet 7 a@ Y @y a@ I LE L @Y LW @7/ LL- @1 d), @y @o MyX f5 @o @gef-m00 SECONDl Pl-:moo PERIOD oF HMI-3 AWWS FOR CROSS s'r. Amman To MAN CROSS sT. HIGHWAY Patented Jan. 7, 1941 UNITE@ STATES PATENT @FFME TIMER, AND DISTRIBUTOR FOR TRAFFIC SIGNALS nesota Application February 24, 1932, Serial No. 594,775

19 Claims.

My invention relates to a timer for traiiic signals which is provided with means operable either by the pedestrian or the vehicle on the highway, or by both, and is particularly adapted for operating with a series oi signals progressively controlled, so that the travel oi the trafiic may continue in timed relation along the main high- Way, being interrupted only by traiiic on cross highways which intersect the main highway, and even then the interruption of the travel of trafc on the main highway cannot be so interfered with as to get the travel on the main highway out of time, all ci which means is controlled by this n timer. l

This timer may be operated singularly for signels at an intersection and it has means so that it can operate in a manner to divide the time for the intersecting highways without being controlled by either' pedestrians or vehicles by operating automatically to control progressively the changing of the trafiic signals at the intersection where the timer is used, remaining in time with the other actuated timers along the highway controlled progressively.

A feature of my timer resides in means whereby automatically a flashing signal is given to the traffic approaching a signal during the period of time which would ordinarily go to the cross street. This indicates to the traliic on the main highway that it should travel faster or slower or it will be out of time at the cross street, where there may be a signal operating to permit the travel ci traiiic ove-r the main highway from the cross street during that particular time, which would cause the traiilc on the main highway to come to a stop during that period. In other words, the flashing of the signal indicates to the traffic on the main highway that they are out of time to permit them to continue in a progressive travel without interruption at cross streets, yet permitting the travel on the main highway to continue as long as there are no cars on the cross streets waiting to pass on to or over the main higdway.

A feature of primary importance with this timer resides means automatically operated wherein pedestrians operate the timer so as to control the signals to permit the pedestrians to cross the main highway. In my timer, I provide controlling mechanism having a nature to give to the pedestrians sufficient time to cross the main highway. Naturally, a pedestrian needs a longer period oli time than a vehicle to cross the highway. This I have provided for in my timer. Further, I have means in the timer whereby if the pedestrian operates the control button, the signal will not change to give a right of way to the pedestrian until such a time as a sufficient portion of time will be given by the timer for the pedestrian to cross. This is an important feature of this timer because in my timer I have provided longer and shorter periods for vehicles to travel from the cross streets on to or across the main highway. The vehicle does not need as long a time as a pedestrian and in my timer, I have means so that the pedestrians are always protected by operating the pedestrian timing buttons, which control the timer so that it will operate automatically to give suiicient time to the pedestrians when the signal changes.

My timer is designed to operate effectively in a manner so as to keep the trafc on` the main highway in co-ordinated and proper moving time to permit the traic to continue uninterrupted along the full length of the street without stopping at intersections provided the traflic is moving in proper timed relation in accordance with the setting `of the respective timers, the trahie being assisted by the ilashing of the signals at the respective cross streets so that they can gov- .01

ern their speed of travel accordingly. Should the signal flash while the traflic is moving along the maint. highway at a cross street, this is a warning to the trailic that they are either going too fast or to slow or in other words, they are out of time with the signals controlled by my timer. If the traiiic will govern itself according to this flash warning and travel at the proper speed, it may continue uninterrupted along the full length of a highway controlled by my timers. This is an important advantage of my timer and I believe provides a new and novel means of assisting the autoist in endeavoring to keepin the proper timed speed along a signal controlled highway which assists in clearing traic at intersections.

This timer is provided with automatically controlled means so that it virtually is fool-proof to prevent the tying up of traflic either by the pedestrian or vehicles, even though a vehicle is parked on the operating pad on the highway. The timer automatically controls the signal in a manner so that travel may be maintained along the main highway in its regular co-ordinated relation. With this timer even though the pedestrian would hold the pedestrian operating button indefinitely, it would not interfere with the automatic change of the signal so as to keep the traic moving along the respective highways. Thus, the timer, is virtually fool-proof in its automatic operation.

My timer is provided with means whereby a certain period or pre-determined cycle of time may be divided so as to allot a certain portion of that time to what may be termed the main highway, so that the signals may operate to control the traiic along the main highway to permit the same to continue to travel uninterrupted provided the trac moves in proper timed relation, warned by the flicker or ashing of the signal if the traflic gets out of time at the respective cross streets. In dividing the time in this manner a certain amount of time is allotted for the respective cross streets. With my timer I provide means for dividing that period allotted to the respective cross streets into different portions so that only as much time as is just or absolutely necessary for more or less vehicles to come into the main highway or go across at these cross streets is used of the entire time allotted for the respective cross streets. If fewer vehicles come along these cross streets then a lesser time is used, the remaining time going to the main highway automatically, and if more vehicles come along the respective cross streets, more of the time allotted to the cross streets is used up. However, I provide for the pedestrians wishing to cross the main highway a means so that by pressing an operating button the pedestrian can obtain a longer period of time for crossing the street or highway than is required for a single or a few automobiles at the cross streets.

Further, I provide a means in my signalling device and mechanism whereby an automobile approaching the main highway may secure the last or intermediate portion of time allotted to the respective cross street, so that even though the first portion of the time allotted for the respective cross street had not been used by the cross street traffic, but had been continued on into the main highway time, there would yet remain an opportunity for the cross street traffic to secure a portion of the last part of said time, permitting the cross street traflic to enter or cross the main highway virtually without stopping.

With my timer if the pedestrian presses the button when the signal is red to indicate stop for the pedestrian, the pedestrian knows upon pressing the button that he will get ample time, or what I term a longer period than is allotted to a vehicle travelling in the same direction, when the signal changes for the pedestrian to cross the street. However, if the pedestrian presses the button to operate the signal when he approaches the main highway and the signal is already green, indicating for him to go across the street and he keeps his eye on the signal, before he has opportunity t0 cross the street the amber or change light will come or warn him that he will not have sufficient time to cross the street, because the amber light indicates that the signal is going to change before the pedestrian would have time to walk across the street. However, if after pressing the button, the amber or change light does not come on, then the pedestrian knows that the signal has been operated and there still remains sufficient time, of the time allotted for the cross street, for the pedestrian to cross the street.

If the pedestrian pressed the button to operate the signal and the amber or change light warns him not to cross because he will not have sufficient time, he simply waits for the next portion of the cycle which would be allotted to the cross street at which he is waiting, and he will then secure the long period, giving him ample time to cross the street.

My signal includes means to protect the pedestrian. For instance, ordinarily if an automobile was travelling along a cross street and there still remained a portion of the cycle of time for the cars, if there were no pedestrians, the car could get this last portion and go across the main highway or onto the same, however, if a` pedestrian operated the signal button in the same portion of time that the automobile operates the signal mechanism, whether the pedestrian operated it first or the automobile operates it rst coming along the cross street, then instead of the automobile securing that period, which would not be sufcient for the pedestrian to cross the street, the mere fact that the pedestrian operated the signal mechanism would take away that portion of time from the yautomobile on the cross street and both the automobile and the pedestrian would wait until a new portion of the next cycle of time would be allotted to that particular cross street, and then the pedestrian is assured of sufcient time to cross the street.

These features, together with the detailed mechanism of my signalling device, and other objects, will be more fully and clearly set forth.

In the drawings forming part of this specification:

Figure 1 is a front perspective view of my timer mechanism.

Figure 2 is a rear elevation view of the same.

Figure 3 is a perspective view of the main switch and operating means therefor for controlling the motor which operates the cam mechanism which controls the light switches of a traffic signal.

Figure 4 is a plan view of the switch and operating mechanism therefor illustrated in Figure 3.

Figure 5 is a fro-nt elevation view in reduced size of the switch and operating mechanism illustrated in Figures 3 and 4.

Figure 6 is a perspective View of a portion of my timer mechanism illustrating the outline of the timer in dotted lines.

Figure 7 is a diagrammatic elevation view of the operating mechanism illustrated in Figure 6.

Figure 8 is a diagrammatic side view of a portion of the operating mechanism illustrated in Figures 6 and 7.

Figure 9 is a cross sectional view transversely through the timer illustrating the flashing mechanism for causing a traic signal to flash.

Figure 10 is a sectional view illustrating a detail of my timer mechanism, taken from the back looking toward the timer disk.

Figure 11 is a top plan view of the cam adjusting means for the trafic signal switch cams.

Figure 12 is a vertical cross sectional View on the line |2-l2 of Figure 11 through the traic signal switch cams and the top adjusting mechanism,

Figure 13 is a diagrammatic detail view illustrating the switch for controlling other timers connected with the timer illustrated.

Figure 14 is a wiring diagram illustrating the manner in which the various switches and terminals of my timer are electrically connected.

Figure 15 is a diagrammatic plan showing a main highway with intersecting cross streets and the relative position of the operating pads as well as the pedestrian buttons and the signals.

Figure 16 is a diagrammatic illustration of the timer disk of one of the timers showing the full cycle of time in the circle of the timer disk and showing the part of the disl: that is allotted to the main highway and a manner in which the other part of the disk may be divided into several periods. While three periods are shown for the cross streets in this figure, any number that may be practical for this portion of the cycle of time may be employed.

Figure 17 shows a. time indicator for pedestrians.

My timer A is provided with a motor Ill which is in constant operation at all times when my timer is in use except when the timer is being controlled by a master timer in a manner which will be hereinafter set forth. The location of this motor Ill is indicated by the dotted lines in Figure 9 of the drawings in which view the section is taken between the motor Ill and the housing ll, cutting through the motor shaft I2 between the Ihousing II and the motor Ill. The housing I I contains a` reduction gear train I3 indicated in dotted outline in Figure 9 and the shalft It extends from the housing II and rotates at a reduced speed. As indicated in Figure 2 of the drawings, a gear I5 is secured against turning upon the shaft Ill and it engages in one or another of the series of concentric circles of pins or teeth I formed on the rear surface of the timer disk I'l t'o drive the :timer disk I'l at diierent ratios. The gear I5 is slidable on the shaft It and is provided with a collar IB which is engaged by a hook-shaped memlber I9 formed on the slidalole plate 2li. To the plate 2li is pivot'ally secured an indicating member 22 which may be set in` any one of a series of notches 23 formed in the top of an indicating platte 24. The notches 23 are separated at equal distan-ce to the separation of the circles of pins or teeth It so that when the indicator 2.2 is placed in any one of the notches 2t, the gear I5 engages a corresponding circle of pins or teeth I6 on the plate I'I. The gear I5 turns at a constant speed and it may be seen that as the gear I5 is moved towards the outer circumference of the plate I'I, the speed of the disk I'I will be decreased materially.

The signal operating switch is controlled in a manner which will be hereinafter described by means of beveled cam lugs mounted upon the disk l'l. Olne cam lug Z5 is mounted directly upon the disk Il at the periphery thereof. The lug 25 extends somewhat beyond the diameter of the disk Il and extends forwardly from the disk ll'. A pointer arm 2t is pivoted at the center of the disk and is provided with a cam end 2l which is positioned beyond the periphery of the disk I'l and toward the rear thereof. The pointer 2t is provided with a handle member 28 by means of which the pointer may be registered to center in any of the notches t9 about the periphery oi the disk il. The disk; ll is thus divided into two main divisions by the xed cam 25 and by the cam El on the adjustable pointer 2li, one of which tends te throw the main switch mechanism later described in one direction and the other of which tends to reverse the switch mechanism into the other direction.

Arms till and 32 are also pivotally mounted at the center of the disk Il to be radially adjustable. The arm 30 is provided with oppositely disposed cams :it and 34, the rst of which projects torwardly from the plate `and the second of which entends to the rear of the plate as illustrated in Figure l. The arm 32 is provided with similar cams 35 and 36. Each ofthe arms 3D and 32 may be radially adjusted by pulling the handle members 3l mounted thereupon outwardly which acts to draw the pins 38 out of the holes 39 formed in the plate Il. The `arms 3i# and 32 may be pivoted into the desired position and the pins 33 dropped into one or another of the holes 39, which provides a locking means for holding these arms in place.

The main signal switch il@ goes between two contacts 42 and L13. As may be seen in the wiring diagram in Figure 14, the switch 4I! acts to complete a -circuit from the power supply to a motor 44 which drives the signal cams and acts to turn the trafc signal from red to green along one street and from green to red along the other. The switch lill is operated by the mechanism illustrated in Figures 3 to 5 inclusive. A plate 46 is pivo'tally mounted to the 'base plate 4l of the switch mechanism at ll'l. The switch mechanism base plate il is secured to the frame 48 of the timer A as illustrated. The plate 46 is provided with a pair of upwardly enten-ding shoulders t9 which are insulated with strips `of insulation 5t and which bear against one side or the other of the bifurcated end of the switch lill. The plate il@ is provided with a notched lip 52 which extends to one side thereof. A pivoted plate 53 which is pivotally connected to the base p'late il at lill is provided with an up wardly extending flange 55 which acts to support a spring arm 55. The spring arm 56 is bifurcated .and acts to t into the notched end of the lip 52. A pair of lugs or posts 5l and 58 project upwardly from .the plate 553 on opposite sides of the same. These posts 5l and 53 are adapted to be engaged by the various cams on the disk I1. When the plate 53 and the switch 40 are in the position illustrated in Figure 4 of the drawings in full lines, a cam 2l extending inwardly from the plate l'l will strike the post 58 rotat ing the same into the position illustrated in dotted lines in this figure. The spring arms 55 will then tend to act against the notched lip 52 in such a manner as Vto pivot the plate 46 into the position illustrated in dotted lin-es in Figure 4. The insulating member on the opposite shoulder dd from that which has been bearing against the switch du, will then act against the bifurcated end of the switch 4t to force the switch into contact with the terminal d3. In this way it may' be seen that the various cams 25, 35 and and the cams Sil, 3d and 2l act through the mechanism described to change the position of the switch lll first against the Contact 42 and then against the contact t3.

Various means are provided for holding the plate 4l@ and the switch 4l] in one position or another. A cylindrical stop 59 which is secured integrally to and may be raised and lowered with a vertically extending rod Gli, holds the plate 46 in the position illustrated by the full lines until it is raised `sulhciently to permit the plate it .to pass beneath the same. When the cylindrical stop et is in the position illustrated in Figure 3 of the drawings, the pivoting of the plate 53 and :the action of the spring arm 55 thereupon cannot act to pivot the plate t. Accordingly, when an inwardly extending cam such as 2 engages the post 53, the plate 53 is moved into .the dotted line position in Figure 4 but as the notched lip cannot move, the plate snaps back into the full line position when the cam El rotates out oi engagement with the post 58.

A means is also provided for holding the plate 4t in the dotted position illustrated in Figure 4 under certain conditions. The plate 46 can only pivot into the dotted lined position when the cylindrical stop 56 is raised out of contact with the edge of the plate 46 as has been disclosed. When in the dotted position, however, the arm 62 which is pivotally secured to the plate 46 bears against the cylindrical stop 59 when this stop is supported in raised position and will not permit the plate 46 to go back into the full line position illustrated in Figure 4 until the stop 56 is dropped from raised position to rest upon the edge of the plate 46. Thus, the plate 46 is held in both positions by mechanisms which are only released under certain conditions.

'I'he means for supporting the cylindrical stop 59 in raised position is illustrated in Figures 6, 7 and 8 of the drawings. A circular shoulder 63 is formed on the shaft 66 which is adapted to engage the outer edge of an inwardly extending loop flange 64 as illustrated in Figure 8 of the drawings. The flange 64 is secured to a flexible supporting member 65 which is connected to the arm 66, which in turn is secured to the frame of the timer A. The arm 66 is rigid and prevents excessive movement of the flexible support 65 in one direction. However, the support 65 is free to flex inwardly in a manner to disengage the shoulder 63 and drop the same. Accordingly, when the ange 64 and supporting means therefor are forced by some means toward the rear of the timer A, or inwardly, the shoulder 63 is disengaged from the ange 64 and the rod 66 and its cylindrical stop 59 are free to drop. Until the flange 64 is moved inwardly, however, the rod 66 and stop 56 are supported in raised position.

Three different means are provided for flexing the flange 64 and supporting member 65 inwardly. One of these releasing means consists in a lip extending down from said exible support 65. This lip 61 is ordinarily too high to cause any movement of the ange 64. However, once during each revolution of the disk Il, the cam 25 which extends beyond the periphery of the disk farther than the various other forwardly extending cams, comes in contact with a spring wire 68 which bears down upon the extended end 66 of the pivoted stop or catch 62 as illustrated in Figure 5. The downward pressure of the spring wire 63 causes the catch 62 to tilt or pivot at its center where it is attached to the notched lip 52, raising the opposite end of the catch suflciently high to engage the downwardly projecting lip 67. At the time the cam 25 forces the wire 68 down into engagement with the catch or stop 62, the cam 25 bears against the post 5'! acting to pivot the plate 53. As the catch or stop 62 is raised out of engagement with the cylindrical stop 59, the spring arm 56 causes the plate 46 to pivot. As this pivoting takes place, the catch 62 bears against the downwardly projecting lip 61, flexing the loop flange 64 inwardly and releasing the rod 66 to permit it to drop. Accordingly, when the plate 46 is in the dotted lined position illustrated in Figure 4, it may be at all times pivoted back into the full lined position in the drawings by the cam 25. As the outwardly projecting cams 33 and 35 on the arms 36 and 32 do not extend outwardly in a radial direction beyond the periphery of the disk Il as far as the cam 25, the spring wire 68 is not affected by these other cams and the aforementioned action will not take place.

The raising of the core of a solenoid 'i6 will also tend to flex the support 65 inwardly to release the shoulder 63 from the fiange 64. 'I'his is accomplished by means of a horizontal arm 'l2 which is secured integrally to the flexible support 65 and which is provided with a downwardly extending portion 13 having a V-shaped end 14. As the core 'l5 of the solenoid 16 is raised it bears against the V-shaped end I4 bending the arm 'l2 and the flexible supporting member 65 inwardly and causing the flange 64 to disengage the shoulder 63.

The dropping of the rod 66 may also be accomplished by any one of the inwardly projecting or rearwardly projecting cams 2l, 34, or 36. Each of these inwardly projecting cams bears under a spring cam surface 16 acting to raise the wedgeshaped block 'I1 mounted on the spring cam 16. When the cam reaches the end of the spring cam surface '16, the wedge-shaped block 'I1 is dropped sharply against the horizontal arm 12, the inclined edge of the block tending to force the arm 'i2 inwardly. Therefore, by any of these three methods, the rod 66 and the cylindrical stop 56 may be released from the flange 64. The manner in which the spring support 65 flexes inwardly, to release the shoulder 63 from the flange 64 is illustrated in Figure 8 of the drawings.

'I'he rod 66 and the cylindrical stop 59 are raised by means of the core 'I6 of the solenoid 16. As may be seen from the wiring diagram, the current to the solenoid 19 passes indirectly from the vehicle actuated contact pads placed at the intersecting street, crossing the main highway. Accordingly, as a car passes over one or another of the contact pads 86, contact is made through the switch 8| and through the switches 62 and 63 to energize the solenoid. The switch 8l, together with the switch 84 are manually operated in a manner later described in detail and are for the purpose of cutting out all current to the pads 86 and to the solenoids 'I6 and 19. Therefore, in normal operation the contact switch 8| is always closed. As will be noted, the contact switch 82 is closed only when the core 'l5 of the solenoid 76 is in lowered position. The switch 83 is only closed when the core 18 of the solenoid 19 is in lowered position. Therefore, a Vehicle passing over one of the pads 86 will only act to raise the rod 66 and lock the same in any position when both the core of the solenoid 'I6 and the core 'F8 of the solenoid T9 are in lowered position. It is obvious that the switch 83 acts to break the contact to the solenoids after the same has been raised by the passing of one vehicle over the pads to prevent successive contacts in the pads for each vehicle crossing the same.

The plate 46 is normally in the full lined position illustrated in Figure 4. It cannot move from this position until the cylindrical stop 59 on the rod 66 is raised out of engagement with the side edge of the plate 46. All the time the plate 46 is in the full lined position illustrated, there is contact through the switch 46, to the terminal 42. While the switch 46 is in contact with the terminal 42, the traffic signal B indicated in the wiring diagram will always indicate Go along the main highway, and Stop along the cross streets. A car approaching the intersection at which the signal is positioned on the cross street, must pass over one of the contact pads 86 embedded in the street. If neither of the solenoids 76 or 'I9 had been energized so that the cores thereof are in raised position, the solenoid I9 will be energized raising the cylindrical stop 56. The shoulder 63 on the rod 66 engages in the flange 64 and holds the stop 59 in raised position. The next time one of the inwardly projecting cams 21, 34, or 36 bears against the post 58, the stop 59 will not impede the pivoting of the plate 46 and this plate 46 will move into the dotted position illustrated. The

switch 49 will then contact with the terminal 43 acting through the signal motor cams 65 to provide a current to the motor 44 which operates the signal cams to change the colors in the tralc signal B. Accordingly, when a car on the cross street, crosses one of the pads 89, the stop 59 is raised out of engaging position with the plate 46 and the next inwardly projecting cam 21, 34,A or 36 acts rst to bear against the post 56 to change the position of the plate 46 into' the dotted position in Figure 4 and immediately thereafter, to drop the wedge-shaped block 11 against the arm 'l2 to release the shoulder 63 from the flange 64. The next outwardly or frontwardly projecting cam such as the cams 33, 35, or 25 to pass the posts such as 51 and 56, will then act against the post 51 to change the. position of the plate 46 back into the full lined position causing the signal B to display a Go signal on the main highway.

It has been stated heretofore that the cam 25 will act to move the plate 46 back into the full lined position in the drawings, regardless oil whether the cylindrical stop 59 is in raised or lowered position at the time. Therefore, the

`period of time between the cam 25 and the cam 21 V normal Go period may be as long or as short as is found desirable for the location of the signal B and is regulated by the setting of the cam 21.

CASE I.A vehicle approaches intersection on cross street during period allotted main highway.

If a vehicle crosses one of the pads 96 during this normal Go period for the through street, the stop 59 will be raised but the switch 4D will not be moved until the cam 21 bears against the post 59, acting to change the position of the switch 4i). As was heretofore described, the stop 69 will be dropped or released by the flange 64 immediately after the plate 46 has changed position. As soon as the switch 49 is moved vinto contact with the terminal 42 by the cam 21, the motor 44 operating the signal cams will start in motion to turn the. cams and change the signal.

CASE UA) .-No vehicle immediately follows vehicle of Case I.

If no vehicle passes either of the pads 60 between the time the stop` 59 has been lowered by the cam 21 and the engagement of the post 51 by the cam 33 to change the signal B back to clisplay G-o on the through street, the cam 33 will so act to again change position of the switch 40. and the Go signal will be returned to the main highway.

CASE I(B) A second vehicle crosses pad 8U daring first period allotted cross street.

If, howevenaiter the rod 69 has been dropped by the cam 21 another car crosses the pads 8l) on the cross street, the stop 59 will again be raised. As has been stated heretofore, when the stop 59 is in raised position, the catch or stop 62 strikes against the side of the stop 59 and prevents the plate 46 from pivoting back into the full lined position so that the Go signal is maintained to the cross street. The cam 34 which is mounted on-the arm 3D with the cam 33A will act shortly after the cam 33 has attempted unsuccessfully to pivot the plate 46, to drop the rod 60 and stop 59 by means of the wedge-shaped block 11. The plate 46 is no longer locked in the dotted position, but the Go signal on the cross street will thus be prolonged for an additional signalling period to ermit the vehicle crossing the pads after the stop 59 has dropped, to cross the intersection before the Go signal can be displayed on the main highway. After the stopy 59 has been lowered by the cam 34, it may be seen that the plate 46 is free to pivot when acted upon bythe cam 35.

CASE 1(0) .-A third 'vehicle crosses a pad during the second period allotted the cross street.

If, however, in the period of rotation of the disk I1 after the dropping of the stop 59 by the cam 34 and before the pivoting of the plate 46 by the cam 35, another car crosses one of the pads 86, the stop 59 will again be raised and will lock the plate 46 against being pivoted by the cam 35 and thus again maintaining the Go signal to the cross street. The cam 36 will then engage to raise the block 11 and will again release the rod 66 and stop 59.

CASE 1(1)) .-A fourth vehicle crosses a pad 80 daring the third period allotted the cross street.

At this point of rotation, however, if an additional car on the cross street should cross one of the pads 89 and the stop 59 will raise to lock the plate 46 in the dotted position, the spring wire 68, urged by the cam 25 moves against the wire 63 during this third period allotted the cross street will bear down against the extended end 69 of the catch or stop 62 so that the plate 46 will no longer be locked and the rod 6l) will be dropped back down into normal position by the catch 62 engaging the lip 61.

Thus, it may be seen that one portion of the rotation of the disk l1 is reserved for a main highway and the signal B will always display a Go signal on the main highway during this portion of the rotation of the disk I1. The other portion of the disk I1 is divided into several short periods, one, two or all of which may be utilized for displaying a Go signal on the cross street, depending upon the amount of traic on this cross street. In other words, if there is heavy traffic on the cross street, and a number of cars coming in intervals, all of the short signal periods or divided period for the cross street will be used and the signal will display a Go sign for the entire allotted time for the cross street. Il the trafic on the cross street is light, however, the signal B will only display a Go signal on the cross street long enough to permit the cars on the cross street to get across the intersection and then will change back to display Go on the main highway.

CAsE 11.-A vehicle approaches the intersection on the cross street daring the period allotted the cross street but while Go is displayed to the main highway.

When a car approaches on the cross street, during the time allotted for the cross street, in most cases the signal will very quickly change to permit the vehicle on the cross street to pass the intersection. The portion of the disk between the cam end of the member 26 and the arm 36 may be termed the iirst allotted period for the cross street and if a car crosses one of the contact pads 60 during the allotted time for the main highway,

this rst allotted period for the cross street will be given the vehicle. The portion of the disk I'l between the arm 30 and the arm 32 may be termed the second allotted period for the cross street. rIhe portion of the disk between the arm 32 and the cam 25 may be termed the third allotted period for the cross street.

CASE II(A) .-A vehicle crosses pad 80 during the first period allotted the cross street.

Ii no car crosses the pad during the time allotted for the main highway, but crosses during the rst allotted period for the cross street, the stop 59 will be raised and the cam 34 will act to pivot the plate 46 so that the vehicle will be allowed to pass during the second portion of the time allotted the cross street.

CASE 11(3) .-A vehicle crosses a pad 80 daring the second period allotted the cross street.

Similarly, if the rst car on the cross street crosses the pads 8U during the second portion of time allotted the cross street, the cam 36 will act to pivot the plate 46 and the vehicle will be given the third period allotted for the cross street in which to cross the intersection. In a similar manner, the first and second periods, the second or third period or the rst and third periods, could be allotted to Vehicles on the cross streets.

My timer A can also be operated by pedestrains wishing to cross the main highway. More time is necessary for a pedestrain to cross the highway, however, than is necessary for a car to cross the intersection, and therefore, I provide two of the said allotted periods each time a pedestrian wishes 'to cross the main highway. A conveniently positioned contact switch button 8l or similar device is placed at each intersection corner. A pedestrian wishing to cross the highway presses the contact button 8l.

CASE IIL-A pedestrian operates button 87 dur ing time allotted main highway.

If the button is pressed during the ordinary allotted time for the main highway, the pedestrian will be allotted the rst two periods of the allotted time for the cross street, such as is illusu trated in the diagrammatic Figure 16 of the timer disk.

CASE III(A).-A pedestrian operates button 87 daring first period allotted cross street.

If the button is pressed during the first interval of time for the cross sti'eet, the pedestrian will be given the last two periods of time (periods 2 and 3) ordinarily allotted to the cross streets, in which to cross the intersection.

CASE III(B).-A pedestrian operates button 87 during second period allotted cross street.

If the pedestrian button is pushed during the second interval of time ordinarily allotted the cross street, it may be seen that there is only one period remaining for the pedestrian vto cross the street, which is not suflicient time. Therefore, at the end of the second period, whether or not there are cars waiting which would ordinarily obtain the last or third period of time, the signal will change to Go on the main highway at the end of the second period and will allot the first two periods of the next portion of time ordinarily allotted to the cross street, to the pedestrian and to any car which may be waiting on the cross street.

CASE III(C).-A pedestrian operates button 87 during third period allotted cross street.

If the pedestrian pushes the button 8l during the last period of time ordinarily allotted the cross street, the signal will not change to permit him to cross the intersection until the first two periods of the next interval ordinarily allotted the cross street arrive. Accordingly, no matter when the pedestrian pushes the button to change the signal so that he may cross the intersection, he will be allotted two full periods in which to cross the highway.

In order to provide a double interval of time for pedestrians to cross the highway, I so arrange the wiring as illustrated in Figure 14 of the drawings, so that when one of the pedestrian buttons 8l is operated by a pedestrian to close the circuit, the solenoid l will be energized from the source of current supply. A switch 88 is interposed in the circuit and which is operated by the core 'l5 of the solenoid ll). When the core 'l5 has been raised by one depression of the button 3l, further pressing of these buttons will have no effect on the solenoid, as the contact switch 88 is separated to break the circuit. A manually controlled switch 84 is also interposed in the circuit to the solenoid lll so that if desired, current to the pedestrian button may be cut olf entirely together with current to the pads 89, so that the pads 80 or the buttons 8l may be cut out without necessity of turning off the signal B. The core l5 of the solenoid l0 is provided with a cone shaped head. As the core l5 is raised by the solenoid, a spring latch 89 illustrated in Figures 4 and 6 of the drawings, engages in a circumferential out or groove 90 in the core 'l5 holding this core in raised position. The latch 89 is tripped by means of an upwardly extending arm 92, which comes in contact with auxiliary cams 99 carried by the arm 26 and the arm 32. When the cams 93 come in contact with the arm 92, the latch 99 illustrated in Figures 6A and 7 is pivoted out of the groove 9i] and the core 'l5 is allowed to drop under certain conditions.

When the core 'I5 is raised, the circuit to the contact switch 82 is broken, and contact is made through the contact switch 94. This switch 94 closes a contact from the power supply to the solenoid 19 through a contact switch 95. The switch 95 may be opened to break the circuit therethrough in two ways. When the rod 60 is in raised position, the switch 95 is automatically opened. Also, during the interval previously mentioned as a second period of time ordinarily allotted the cross street, the head of the set screw 96 in the collar 91 secured upon the shaft 98 of the disk I l, bears down upon an arm 99 acting to open the switch 95 during this second interval of time, as is shown in Figure l0 of the drawings.

If one of the buttons 8l is pressed by a pedestrian before the irst period of time allotted the cross street or during the regular allotted period for the main highway as in Case III or III(a), the solenoid 'I0 is energized. the core l5 thereof raises, and a circuit is closed through the contact switch 94 and the switch 95 to the solenoid 19. The core l5 is held in raised position by the latch 89. The circuit .closed through the switches 94 and 95 energizes the solenoid 'I9 which raises the rod 60 until the shoulder 63 engages the flange 64. When the movement of the disk Il brings the pointer 26 to the bottom extremity of the disk Il, the cam 2l operates through the wedge-shaped block 'l1 after the plate 46 has been pivoted to change the signal B-ito drop the arm 6U. As soon as the arm'l] drops however, the: switch e5 is closed, again energizing the solenoid 'i9 and causing the rodil to again raise and be locked in this raised position. Shortly after momentarily dropping the rod Gil, the cam 93 on the arm 2li engages the arm 92, pivoting the latch 89 fromthe groove 9@ in the core it, or moving the latch iii) from engagement with the core l5, and permitting the core l5 of the solenoid 'lil to drop. Accordingly, when the arm 3l) or the cam 34 thereupon acts through the wedge-shaped block 'il to drop the rod lill after the elapse of the rst period of time ordinarily allotted the cross street, the circuit which previously returned rod Gli to raised position has been broken, and this arm tl) is allowed to remain in lowered position. As the contact in the switch 94 is broken by the dropping of the core l5, the arms El! remains in lowered position unless again raised by the passing of a Vehicle over one o the pads 8l). When the rod lili is in lowered position, the position of the switch 4l] may then be changed by the cams 3e on the arm 32but it will be noted that two periods of time wereipermitted for the pedestrian to cross the highway.

If either of the buttons 8l are pressed during the first period of time allotted the cross street, the action will be just the same except that the pedestrian` will be allowed the second two periods of time ordinarily allotted the cross street, rather than the first two periods.

If either of the buttons El are pressed during the second period of time allotted the cross street as in CaseIII (b), the core 'l5 of the solenoid l@ is raised, closing the contact switch Sil. However, the contact switch 95 is being held open during this interval by the head of the set screw 96. Thus, the solenoid 'lliis not energized to raise the stop Eilluntil during the third period oi time ordinarily allotted the cross street and the operation during this period will be described in Case II (o). However, in this third period the next inwardly extending cam which would tend to change position of the switch it is the cam 2i on the arm 26' and accordingly, the Go period for the pedestrian pressing the button @l will not occur until the next cycle of the disk, or the irst two periods of the next interval for the cross street. In other words, there is not sufficient time for.` the pedestrian to cross the street when the button El is` pressed during the second or third periods if the signal is not already green or Go for the pedestrian, and therefore, a double period will not occur until the next interval allottedfor the cross street.

CASE II (c) .-A vehicle crosses ci pod 80 during the third period allotted cross street.

If` a vehicle crosses one of the pads til during the last period of the interval allotted the cross street, there are various conditions which must be taken into consideration. If the signal is displaying Go on the main highway when a contact is made during this last period, the solenoid 'lil merely raises the arm @il and stop 59 so that the signal will change to permit the car to cross the intersectionduring the rst period allotted for the cross street in the next cycle of the timer. Ii preceding cars have made contact in the pads lill so that the signal B is displaying Go on the cross street during thislast period of time, one of two things may` happen. If there is suiiicient time r-emaining in the period for the vehicle crossing the pads in the last period to cross the intersection, the spring wireii will pivot the catch (i2 to drop the cylindrical stop liti.` If there is not sufficient time remaining however, as in the extreme last portion of the third period designated for the cross street, the cylindrical stop 59 will remain in raised position and permit the changing of the signal during the first period of the interval on the next cycle of the disk.

When a pedestrian presses a button el, the core l5 of the solenoid l@ is raised,` breaking the circuit from the pads Bt to the solenoid 19 through the switch 82; Thus, during the rst of the two periods provided for the pedestrian to cross the street, cars crossing the pads B will not affect the signal in any way. However, during the second of the two intervals provided for the pedestrian, vehicles crossing the pads 80 will actuate the Atimer in the ordinary manner either to prolong the interval for the cross street or to cause the signal to display a Go sign on the cross street duringthe next cycle of rotation.

If the button Bl is pressed by a pedestrian during the second period after a` car has crossed the pads lill during this period and energized the solenoid'i in order to prolong the signal to the next or third period, the raising of the core l5 acts against the end lil of the arm l2 to release and drop` the rod El! and the cylindrical stop 59 and the signal B will change at the end of the second period. After the second period, the switch 95 will be closed raising the rod 6B and the first two 9 periods .of the cross street interval will be allotted on the next cycle of the disk Il'.

If the button l isipressed during the second period and later during this same period a car crosses the pads 80, this contact through the pads 80 will be of no effect as the current to the solenoid 19 has been broken by the raising of the core i5 of the solenoid 10.

' The arm 92 is so designed as to project over the shoulder 49 on the plate 46 on the side of the plate adjacent the terminal 42. This shoulder i9 is provided with a catch 49 projecting upwardly therefrom to engage the arm 92. As may be noted in Figure 4 of the drawings, the catch lid engages the free end of the arm 92 only when the switch 4U is in engagement with the terminal 42. The arm 92 bends back upon itself to provide a spring engaging end 92.

In the operation of the timer A, when the button di is pressed during the period of time allotted the main highway, the cam 21 actsto shift the position of the switch 4l) into engagement with the terminal 43 in time so that the cam 93 on the arm 26 may drop the core l5 of the solenoid l0 in the manner which has been described.

It may be understood that when the cam 2l, 34 or Sli actuates the switch MJ, some little time elapses before the signal B will change, due to the action of the timer in starting the cam motor M and the rotation of the cams operated thereby in a manner which will be later described. Thus the action of the signal B lags behind the actual position of the timer. Accordingly, when the signal B is displaying the first period for the cross street, the timer disk I1 is possibly inthe second period, and the arm has passed the lowermost position of the disk. If the button 8l is pressed during this period, the core 'I5 raises, and is lowered in due time by the cam 93 on the arm 32. The go period on the cross street has been extended through all of the periools for the cross street.

As has been stated, a manually operated means is provided for breaking the contact switches Bl and 84. Simultaneously with the opening of these switches, a means is provided for manually lifting the core 18 of the solenoid 19 which raises the rod 60 and breaks the circuit through the switches 83 and 95. A portion of the cam means which is used for raising the solenoid core 18 manually, is shown in Figure 2 of the drawings and in Figure 14 is diagrammatically illustrated a lever which will both open the switches 8| and 84 and raise the core 18. When this has been done, the signal B operates in the manner of an ordinary progressive or co-ordinated timer signal controlled by a master timer, .changing to Stop and Go at regular intervals for the intersecting highways. The timer may still be in progressive relationship with other timers along the through street controlled by a similar timer which acts as a master timer and which travels slightly slower than the other or receiver timers, as is described in my application Serial No. 477,510. The small pivoted catch or stop 62 is pivoted by the spring wire 68 by the cam 25. Thus, the cam 25 is permitted to change position of the switch 40 in one direction while the cam 21 on the pointer arm 26 changes the position of the switch 40 in the other direction. In this way, the position of the switch 40 is shifted at desired intervals during the rotation of the disk |1 to provide regular Stop and Go periods on the main highway and cross street. When the timer A is acting in this manner, the various cams upon the arms 30 and 32 will have no effect upon the operation of the signal.

The switch 40 controls the motor 44 which drives the cams 85 and 86 as well as the .cams |03, |04, and |06. The cam 85 controls a contact switch |01 while the cam 86 controls a contact switch |08. When the switch 40 is in contact with the terminal 42, the circuit to the motor 44 is closed through the switch |08. The motor 44 starts to operate to turn the various cams and the circuit to the motor remains closed until the cam 86 acts to open the switch |08. The cam 85 closes the switch |01 simultaneously with the opening of the switch |08. The motor 44 ceases rotation as the circuit through the switch |08 is broken. When the position of the switch 40 is changed, however, and closes the circuit to the terminal 43, a circuit to the motor 44 is again closed as the switch |01 has been lclosed by the cam 85. The motor 44 rotates the various cams until the cam 85 again opens the switch |01. Simultaneously the switch |08 is closed by the cam 86 and when the switch 40 again comes in contact with the terminal 42 the motor 44 will start to rotate. Therefore, the time divider keeps the distributor motor always in proper timed relation with the distributor.

The cams |03 and |04 control contact switches |09 and ||0 respectively which control the Stop and Go lights in the signal B. When the switch |0 is closed by the cam |04, green lights I| are illuminated on one side of the signal and red lights ||2 are illuminated on the other two sides of the signal. As the switch ||0 is broken a contact is formed through the switch |09 by the cam |03. This circuit illuminates green bulbs ||3 on the sides of the signal which formerly displayed red and illuminates red bulbs ||4 on the side which previously displayed green. In this way the switch 40 acts through the various cams and the motor 44 to change the signal from red to green and green to red upon each movement thereof. The cam |05 controls the contact switch ||5 which closes the circuit at various intervals to amber bulbs ||6 on opposite sides of the signal B. Similarly the cam |06 operates the contact switch |1 to illuminate amber bulbs I I8 on the other two sides of the signal B. The amber change lights are therefore illuminated only on the sides of the signal displaying the Go sign as is generally preferable.

I have provided a novel arrangement for driving the various motor and lighting cams which provides desired adjustability. The motor 44 drives the vertical shaft ||9 through a system of reduction gearing |20. The motor cams 85 and 86 shown in Figure 12 are secured directly to this shaft |9 and are locked together. Various cams |03, |04, |05, and |06, however, are mounted loosely upon this shaft. These cams rest one upon the other. A vertical pin |22 extends through apertures in each of these cams and into a disk |23 which acts as an adjusting plate. The pin |22 keeps all of the various gears in proper relationship one with the other. The position of the disk |23 may be adjusted with relation to the shaft I9 by the spring arm |24 which is secured to the disk |23 at |25 and which is provided with a pin |26 adapted to extend through one of various holes |21 shown in Figure 11 formed in an arm 28 which is secured to the shaft I9 against turning. Thus, by raising the spring arm |24 and dropping the pin |26 in one of the various holes |21 the disk |23 and the various cams |03, |04, |05 and |06 can be rotatably adjusted somewhat about the shaft |9. In this way a shorter or longer period of time may be made to elapse between the starting of the motor 44 and the changing of the signals in the signal B to permit any cars near the intersection to cross the same before the signal has changed.

The cams |05 and |06 are made in split formation each having similar cam projections |29 as is indicated in Figure 1 of the drawings. It is obvious that the length of time the amber signal will be displayed depends on the total length of these projections |29. It may be seen that by twisting the upper portion |30 of the cam |06 with relation to the lower portion |32, the total length of the projections |29 may be increased. This is accomplished by securing an arm |33 to a flange |34 which is connected integrally with the upper portion |30 of the cam |06 so that the flange |34 and consequently the upper portion |30 of the cam may be rotatably adjusted about the shaft l |9 and the position thereof maintained by a pin |35 which may extend through any one of a number of holes |38 formed in the disk 23. The portion |30 of the cam |06 is provided with a slot |31 adjacent the pin |22 so that the same may rotate adjustably. A similar arrangement is provided on the cam |05. A flange |38 turns integrally with the lower adjustable portion |39 of the cam |05 through a sleeve and may be rotated adjustably about the shaft ||9 by the arm |40 which is provided with a pin |42 adapted to t in one of a series of holes |43. In this way the length of display of the amber color may be increased to the desired length.

I also provide a means of causing the signal light to flash on and off during the interval of time which should be allotted the cross street. I make this provision so that the Vehicles on the main highway may know when they are crossing the intersection that they are out of time with the rest of the signals on the progressive street and unless they speed up or slow down to get into time again, sooner or later they probably will be forced to stop to permit a vehicle to cross on the cross street. This flashing signal also indicates that the Go signal is liable to change to Stop if operated by vehicles or pedestrians from the cross street on the main highway during this interval. The dashing of the signal lights is accomplished by means of a rocker arm |44 shown in Figure 9 which rocks continually, being operated by a gear or sprocket |45. The gear W5 is mounted on the shaft I4 which turns continu- 10 ously at a constant rate of speed. The lower end M6 of the rocker arm continuously opens and closes a contact switch |41. It may be seen that if the circuit passed through the switch |41 at all times, the signal light would flash at all times.

l5 However, the circuit is so arranged that the circuit through the switch |41 is closed only during that portion of time which ordinarily would be allotted to the cross street, providing during that time the Go signal is not on for the cross streets. In order to accomplish this feature, I provide a sliding switch i158 which is radially adjustable about the periphery of the disk |1 being pivotally mounted on the shaft 9B. As has been eX- plained due to the starting and stopping of the motor 44 and the cam arrangement, a period of time elapses between the changing of the position of the switch 4i) hy one of the cams on the disk |'l and the actual changing of the signal. This period is very nearly the same regardless :W of the speed of rotation of the disk |1 which regulates the total length of the interval allotted the main highway and the cross street. The slidingr switch |48 is placed at some circumferential distance from the lowest radial extremity of the disk |1 before the position of the switch Ml is changed so that the flashing of the lights will begin simultaneously with the time that the change of the signal lights would take place or at the time allotted for the cross streets. In orig der to keep a constant interval of time between the changing of the switch all and the changing of the switch |48 to cause dashing regardless of speed of the disk |1, I provide a link mechanism which acts to increase the distance between the bottom of the disk l1 and the switch |48 as the speed of the disk is increased. This link mechanism is illustrated in Figures 2 and 10 of the drawings. An arm |49 is nivoted at |50 to the frame of the timer A. The other end of the :so arm Mil is connected by the link |52 to the supporting arm |53 which supports the switch M8 pivotally on the shaft Sil. The arm |49 is providedwith a cam surface i541 which is engaged by a roller |55. roller 655 is mounted upon 55 movahle plate Ztl. Therefore, as the plate l@ is shifted to set the gear |5 into engagement with a different circle of pins I6, the roller |55 will. he moved to the right. rihis will act to force the arm lfl@ downwardly pivoting the switch Hi8 un closer to the bottom of the disk l1. Therefore, the speed of the disk |1 is decreased by moving the gear l5 into engagement with a circle of pins or teeth l5 nearer the outer periphery f the disk and the distance between the point of shifting of vthe switch lli! and of shifting the switch lt is decreased, therefore keeping the actual time interval between these two actions approximately constant. A spring lill holds the arm M9 in engagement with the roller |55.

Shifting of the switch lsii is accomplished hy means of two posts |5ii and |51 projecting therefrom toward the disk in Figure 1. The post l5@ is long enough to be engaged only by the cam 25. Therefore, during each rotation of the disk, g5 the cam 25 will shift the switch lfli to close the circuit to the terminal |59. Cars may therefore pass directly through the switch ||0 and to the various signal lights without any flashing taking place. The switch |43 remains in contact with the terminal |59 until the cam 21 engages the post |51 to shift the switch Ulli into the other direction. The switch |43 is then in contact with the terminal and current must pass through the switch |41 which is opened and closed intermittently. The cams 3ft and 35 do not 'affect the movement of the switch M8 .as the switch is already in the position toward .which these cams would tend to force the same.

As was stated, the cams 33 and 35 are not sufliciently long or do not ext-end from the disk suffir ciently far to engage the pins. Thus, the switch |518 is changed at regular intervals in one direction by the cam 25 and in the other direction by the cam 21. It is understood that when the signal is displaying a Go signal on the cross street, there is no current through thecontact switch l0 and therefore the opening and closing of the switch |41 will not affect the lights.

I provide a pedestrian indicator |65 in conjunction with each of the buttons 31 which isi:

provided with indicia to indicate not sufficient time to cross main highway-press button and wait for signal, or similar indicia to advise the pedestrian pressing the button 3l. This indicator is illuminated by the electric light |51. When the pedestrian presses the button 31 and the timer is in position to operate to give the pedestrian the proper amount of time to cross the main highway, the signal 55 will not be illuminated and therefore will not indicate-1.;V

any signal to the pedestrian. But, when the pedestrian presses the button nl and the timer A happens to he in a position where the pedestrian would not obtain sufcient time to cross the main highway, even though the signal controlled` by the timer A was showing green or Go to the pedestrian at the time the pedestrian pressed the button, then the signal will be illuminated and advise the ypedestrian to wait until the signal changes, whereupon the pedestrian would be al lotted a vsufficient period to cross the main highway controlled by the timer A.

I provide a cam ltd on the shaft Ill which is adapted to operate the switch itil shown in the diagrammatic view of the wiring in Figure 14,

so that just before the signalchanges back to red or Stop for the cross street, the signal |155 for the pedestrians will be lit up automatically to indicate to the pedestrian who might come up to press the button al that even though they pressed the button there would not be sufficient time to cross the main highway until the next period allotted to the cross street. This circuit from the switch it@ is carried in the diagram by the wires llt and |12.

This signal M55 provides a change signal for the pedestrians so that even if they do not pay any attention to the amber or change signal light in the main signal, they will have a change signal which is really only effective to the pedestrian and which is long enough to fully protect them provided they pay attention to it in the operation of the button 81, so that they can secure sufficient time to cross the main highway. By this means I provide a signalling device with a timer having material advantages owing to the fact that it controls pedestrian traffic .as well as the vehicle traiiic in a practical and logical manner.

My timer A may be used in the manner of a master timer controlling one set of signals and controlling other similar timers A by the use of the switch arrangement illustrated in Figure 13 of the drawings; and as illustrated in the wiring diagram and the mechanism of my application Serial No. 477,510. This arrangement illustrates merely a pair of contact switches, one of which forms a contact at all times. These switches I 62 control the circuit to the other receiver timers and the master timer is arranged to travel at a slightly slower speed than the other timers and by means of the switches 162, the circuits are broken to the other receiver timers at intervals to permit them to keep in time with the 15 master timer.

The signals along the main highway may be controlled by a master timer progressively and another secondary main highway may intersect the primary main highway and may be controlled progressively by the same master timer so that the primary and secondary highways `are progressively controlled without interfering with each other. Each timer may be set manually in progressive relationship with a series of other timers if it is desired.

I have described my timer as having the allotted Go interval for the cross street divided into three periods, as illustrated diagrammatically in Figure 16, however, any desired number of periods that are practical may be provided by utilizing more or less of the pivoted arms such as 30 and 32.

Thus, my timer is devised to take care of any condition of traic at an intersection between a main highway and a cross street. The signal will only act to interrupt traflic on the main highway when the cars approach on the cross street and will only impede traflic on the highway a long enough time to permit the cars on the cross street to pass the intersection. If the traffic is heavy on the cross street, the time period will be extended to provide ample time for all of the cars to pass. If one car is approaching on the cross street, just suiiicient time as is necessary for the car to cross the intersection will be given for that is all the time necessary. Pedestrians wishing to cross the highway will be given ample time to do so. If there is not suicient time remaining in the interval ordinarily al- 50 lotted the cross street, the sign-al will not be changed until the next cycle of the timing disk.

My timer is accordingly very practical and highly efficient for controlling vehicle and pedestrian traiiic at the intersection of a main highway and 55 a cross street.

In accordance with the patent statutes, I have described the principles of operation of my timer and while I have endeavored to set forth the best embodiment thereof, I desire to have it under- 60 stood that this is only illustrative of a means of carrying out my invention and obvious changes may be made within the scope of the following claims without departing from the spirit of the invention.

I claim:

l. In a traic control system for intersecting highways, signals for permitting tramo to proceed on a first highway and to restrain traffic on a second highway, means for interchanging said signals, a mechanism operable in fixed cycles, mea-ns in said mechanism operable for a predetermined period of each cycle, a second means in said mechanism for operating during a second fixed period, said Xed periods leaving a remain- -75 ing period in each cycle, means operating during said remaining period for operating said signal changing means to permit traffic to proceed on the first highway and to restrain traiic on the second highway, vehicle actuated means when actuated by a vehicle and cooperating with said mechanism operating said means operable for a predetermined period of each cycle, to operate said signal changing means to permit traic to proceed on the second highway and to restrain traiiic on the first highway for one of said fixed periods, pedestrian actuated means on said second highway, means operable by said pedestrian actuated means when actuated by a pedestrian to operate said means operable for a predetermined period and said second means for operating during a second period, to operate said signal changing means to permit traiiic to proceed on the second highway and to restrain tra-flic on the iirst highway for both of said predetermined periods.

2. In a traic control system for intersecting traic lanes, signal means operable to permit traic to proceed on one intersecting lane and to restrain traliic on the other, means for interchanging said signals, a mechanism operable in iiXed cycles, means in said mechanism operable for a predetermined period of each cycle, thus leaving a remaining portion of each cycle, for operating said signal changing means to permit tralic to proceed on said one lane and to restrain traic on said other lane, traffic actuated means on said other lane, pedestrian actuated means on said other lane, means operable by said vehicle actuated means when actuated by a vehicle and cooperating with said mechanism for a Xed portion of said remaining period to actuate said signal changing means to permit traii'ic to proceed on said other lane and to restrain traic on said one lane for a time substantially equal to the last said portion, means operable by said pedestrian actuated means when actuated by a pedestrian and cooperating with said mechanism for a xed portion of said remaining period to actuate said signal changing means to permit traiiic to proceed on said other lane and to restrain traffic on said one lane for a time substantially equal to the last said portion, said last named fixed portion being of greater duration than said iirst named fixed portion.

3. In a traiiic control system for intersecting traffic lanes, signals for permitting traiiic to proceed on one traiiic lane and for restraining traic on the other, signal changing means for interchanging the signals for the highways, an operating mechanism for said signal changing means, traliic actuated means on a iirst lane, means operable by said traiiic actuated means upon an actuation thereof engageable with said operating mechanism for a predetermined period for operating said signal changing means to permit traiiic to proceed on said first lane and to restrain traiiic on the second lane, a pedestrian actuated means on said rst lane, means operable by said pedestrian actuated means upon an actuation thereof engageable with said mechanism for a predetermined period greater than the above mentioned predetermined period for operating said signal changing means to permit traiiic to proceed on said rst lane and to restrain traiiio on said second lane, and means in said mechanism for operating said signal changing means at the end of said predetermined periods to permit trailic to proceed on said second lane and to restrain traic on said first lane.

4. A traiiic control system for intersections of traffic lanes comprising, signalling means including means to accord and means to interrupt right of way over each lane, operating means for said signalling means, a vehicle actuated control in advance of the intersection for influencing said operating means to cause shift of right of Way indication from one lane to another, said operating means including timing mechanism operable in response to one actuation of said control for causing said right of Way indication to persist to one lane for a period of time, a pedestrian actuated control at the intersection, said operating means including timing mechanism operable in response to actuations of said pedestrian actuated control for causing said right of way indication to persist to one lane for a period of time, said last named period of time being greater than the rst named period of time.

5. In a trame control system for intersections of traffic lanes, signal means for permitting trafiic on one traffic lane to proceed and to restrain traine on the other lane, signal changing means for interchanging the signalsk on the high- Ways, operating means for said signal changing means, vehicle actuated means on a first traffic lane of said intersecting lanes, means in said operating means influenced by said vehicle actuated means ivhen actuated by a vehicle to operate said signal changing means to permit the trafc on the first lane to proceed and to restrain the tranic on the second intersecting lane, timer means in said operating means cooperating With said operating means to operate said signal changing means after a predetermined period of time to permit traffic on the second lane to proceed and to restrain traffic on the first lane, means in said operating means influenced by said pedestrian operated means when actuated by a pedestrian to operate said signal changing means to permit the traffic on the rst lane to proceed and to restrain traffic on said second lane, and timer means in said operating means cooperable with said operating means to operate said signal changing means after a predetermined period of time to permit traliic on the second lane to proceed and to restrain traffic on said first lane, said last named period of time being always greater than the first named period of time for a single actuation.

6. In a traffic control system for intersecting traffic lanes, signal means indicating stop on one lane and go on another, means for interchanging the signals on the lanes, operating mechanism for said signal changing means operable in cycles, means in said mechanism operable for a predetermined period of each cycle, thereby leaving a remaining portion of each cycle, for operating said signal changing means for permitting trafnc to proceed on a first lane and to restrain traiiic on a second lane, traflic actuated means on said second lane, means cooperating with said operating mechanism responsive to actuations of said traffic actuated means operable for a predetermined portion of said remaining period for actuating said signal changing means to permit traffic on the second lane to proceed and to restrain traiiic on said first lane, and then for any remaining portion of said remaining period to operate the signal changing means to restore the proceed for the first lane and the restraint for the second lane, means cooperating with said mechanism, and operable by said vehicle actuated means when operated by a vehicle during said predetermined portion, for operating during a second portion of said remaining period to prevent the last named means from acting to restore the proceed to the first lane, pedestrian actuated means in said second lane, and means responsive to a single actuation of said pedestrian actuated means cooperating With said mechanisrn throughout both of said portions of said predetermined period for actuating said signal changing mea-ns to provide a proceed on the second lane and a restraint for the first lane for a time substantially equal to the last said portions.

7. In a traffic signal control system for intersecting tre-.flic lanes, signalling means for permitting traffic to proceed on one lane and for restraining traiiic on the other, signal change means for interchanging the signals on the lanes,

a mechanism operable in cycles, means in said mechanism operable for a predetermined period of each cycle, leaving a remaining period of each cycle, for operating said signal change means to permit the proceed of traiiic on a first lane and to restrain traffic on a second lane, means dividing said remaining period into a number of predetermined time portions, tramc actuated means in said second lane, and means responsive to actuations of said traffic' actuated means cooperating with said mechanism for -operating said signal changing means during the next subsequent of said time portions in the cycle of said mechanism to permit the proceed of traffic on said second lane and to restrain traffic on said first lane for a time substantially equal to the last said portions.

8. In a traffic signal control for intersecting traffic lanes, signal means for permitting the proceed of trafiic on one lane and restraining traiiic on the other, signal changing means for interchanging the signals on the lanes, a continuously operable mechanism operable in cycles, means in said mechanism operable during a predetermined portion of each cycle, thereby leaving a remaining period in each cycle, for operating said signal changing means to permit traflic to proceed on a first lane and to restrain traiiic on a second lane, dividing means dividing the remaining period into a plurality of time portions, during which the operating mechanism may be operated to exhibit a proceed on the second lane and a restraint on the first lane, traffic actuated means in said second lane, means operable by said vehicle actuated means when actuated by a vehicle and coopera-ting with said mechanism for the next subsequent of said time portions in the operation of said mechanism to permit tramo to proceed on the second lane and to restrain traiiic on said first lane, and then for any remaining portion of said remaining period to operate the signal changing means to restore the proceed for the first lane and the restraint for the second lane, means cooperating with said mechanism, and operable by said vehicle actuated means When operated by a vehicle during said subsequent time portion, for operating during the following of said time portions of said remaining period to prevent the last' named means from acting to restore the proceed to the first mechanism, and operable by said vehicle actuated ine-ans when operated by a vehicle during said following time portion, for operating during the next follovvincr of said time portions of said remaining period to prevent the said last named means from acting to restore the proceed to the first lane.

9. In a signal control system for intersections lane, and means cooperating with said of traiic lanes, signal means to permit traic to proceed on one lane and to restrain tra'ic on the other, signal interchanging means for the lanes, a mechanism continually operable in cycles, means in said mechanism operable for a predetermined period of each cycle, leaving a remaining period of each cycle, for operating said signal changing means to permit traflic to proceed on a first lane and to restrain traffic on a second lane, traiiic actuated means on said second lane, means operable by said traffic actuated means and cooperating with said mechanism for a predetermined period of said remaining period for operating the signal changing means to permit traiiic to proceed on the second lane and to restrain traflic on said rst lane, and thenfor any remaining portion of said remaining period to operate the signal changing means to restore the proceed for the first lane and the restraint for the second lane, and means in said mechanism for flashing said signal off and on when said sginal changing means is acting to permit traffic to proceed on said first lane during said remaining period.

l0. In a signal control system for intersections of traliic lanes, signal means to permit trame to proceed on one lane and to restrain traffic on the other, signal interchanging means for said lanes, a mechanism continually operable in cycles, means in said mechanism operable for a predetermined period of each cycle, thereby providing a remaining period of each cycle, for operating said signal changing means to display the proceed on a rst lane and the restraint on a second lane, traffic actuated means in said second lane, means in said mechanism responsive to actuations of said traiiic actuated means to operate said signal changing means in said remaining period to permit the traiiic to proceed on the said first lane and to restrain traic on said second lane for portions only of said remaining period dependent upon actuations of said vehicle actuated means, and means in said mechanism operable during said remaining period When the proceed is displayed on said first lane for iiashing said proceed signal on said rst lane.

ll. A signalling system for a traii'ic lane intersected by a plurality of other lanes, said system including signalling means disposed adjacent the several intersections, traffic actuated means disposed in said other lanes, control means connected to said traiiic actuated means and signalling means and functioning, when operative, to control said signalling means to accord and interrupt right of Way to traiiic moving over said lanes and in response to functionings of said traic actuated means and mechanism connected to said control means for rendering the same operative during uniform and predetermined periods to control said signalling means, and means operable during said periods in the absence of functionings of said traic actuated means to provide a flashing of said signalling means.

12. A trafiic signal control system for intersecting traffic lanes comprising signal means according a right of way to one street and interrupting traffic on the other, means for interchanging said signals on said lanes, an operating'mechanism operable in cycles, means in said mechanism operable during a predetermined period of each cycle, leaving a remaining period in said cycle, for operating said signal changing means to accord right of way to a rst lane, means dividing said remaining period into a plurality of time portions, traffic actuated means on said other lane, means operated by an actuation of said traiiic actuated means cooperable with said mechanism during one time portion to accord right of Way to said other lane during said period, pedestrian actuated means, means in said mechanism responsive to an actuation of said pedestrian actuated means during a plurality of said time portions to provide a right of way to said other lane, and means for holding said signal changing means inactive until suflicient consecutive portions equal to said plurality of time portions for each pedestrian actuation are provided in said remaining portion.

13. In a traic control system for intersecting traffic lanes, signal means for permitting the traffic on one lane to proceed and to restrain trafc on the other lane, means for interchanging said signals on said lanes, operating mechanism for said signal changing means, traic actuated means on said rst lane, means in said mechanisIn responsive to actuations of said traflic actuated means for a maximum period for operating said signal change means to provide a proceed for traliic on said rst lane, pedestrian actuated means on said first lane, an auxiliary signal adjacent said pedestrian actuated means, and means in said mechanism for actuating said auxiliary signal when said signal means is displaying a proceed on said first lane and When said pedestrian actuated means is actuated near the end of said maximum period to display a Warning signal in said auxiliary signal of an impending change in said signal means.

14. In a traiic control system for intersecting traflic lanes, signal means for permitting the traic on one lane to proceed and to restrain traiiic on the other lane, means for interchanging said signals on said lanes, operating mechanism for said signal changing means, trafc actuated means on said rst lane, means in said mechanism responsive to actuations of said traine actuated means for a maximum period for operating said signal change means to provide a proceed for traffic on said rst lane, pedestrian actuated means on said rst lane, an auxiliary signal adjacent said pedestrian actuated means, means in said mechanism responsive to actuations of said traflic actuated means for a fractional portion of said maximum period for operating said r signal change means to provide a proceed for trac on said rst lane, and means in said mechanism for actuating said auxiliary signal When said signal means is displaying a proceed on said rst lane and When said pedestrian actuated means is actuated When less time in said maximum period remains than said fractional portion to display a Warning signal in said auxiliary signal of an impending change in said signal means.

15. A traiiic control system to be applied at a plurality of intersections of a series of secondary traffic lanes along a single primary traflic lane and comprising, at each intersection, signalling means, including means to accord and means to interrupt right of Way over each lane, operating means for said signalling means normally according right of Way to the primary lane, a vehicle actuated control in advance of the intersection on each secondary lane for influencing said operating means to cause shift of right of way, when actuated, from said primary traffic lane to the secondary lane, said operating means including timing mechanism operable in response to actuations of each control for causing said right of way indication to be shown on a secondary lane :for a period of time, means connected to the operating means at the various intersections to cause indication of right of way on said primary lane to occur in predetermined relationship, and means in said operating means operable during said period of time for accord of right of way on a secondary lane in the absence of actuations of said control providing an indicating signal to traffic on said primary lane that it is out of said predetermined relationship.

16. A traffic control system to be applied at a plurality of intersections of traiiic lanes along one traiiic lane and comprising signalling means to accord and interrupt right of way over said lanes and to be disposed adjacent 'each intersection, operating means for said signalling means, a traffic actuated control in advance of each intersection on the others of said lanes connected to said operating means, causing said operating means to function in response to operation of the control and to govern the operation of said signalling means, means regulating said operating means to cause the different signalling means at the several intersections along said one lane normally to accord right of way along said one lane sequentially and to permit interruption of said right of way at intervals, and means in said operating means operable in the absence of actuations of said traffic actuated means to indicate to trafiic on said one tranic lane when it is passing any of said intersections in the period during which the right of way could be interrupted by traiiic on the others of said lanes.

17. A timer and distributor Yfor intersecting traffic lanes including, signalling means for permitting traffic to proceed on one lane and for restraining traiiic on the other, signal circuits thereto, a time divider member, a motor for continuously operating said time divider means, a distributor having electric switches for controlling said signal circuits, a second electric motor for operating said distributor to operate the signal circuits, a circuit having parallel wires eX- tending to said second motor, a switch in said last named circuit operable by said time divider means alternately connecting said parallel wires into said last named circuit, a switch in each parallel wire, means actuated by said distributor for actuating said last named switches, closing one switch of said last named switches and opening the other, and then opening said one switch and closing the other, means normally locking the rst said switch in said last named circuit from operation by said time dividing means, traic actuated means, and means iniiuenced by said trafiic actuated means when actuated for releasing said locking means to change the position of said iirst named switch in said last named circuit to start said second motor, actuating said distributor and consequently said electric switches controlling said signal circuits.

13. In a traiiic control system for intersecting highways, signals for permitting traiiic to proceed on one highway and for restraining trac on the other highway, means for interchanging said signals for the highways, a mechanism continually operable in iixed cycles, means in said mechanism operable for a predetermined period in each cycle, thereby leaving a remaining period in each cycle, for operating said signal changing means to permit traino to proceed on a iirst highway and restrain trac on a second highway, vehicle actuated means in the second highway, means operable by said vehicle actuated means when actuated by a vehicle and cooperating with said mechanism for a Xed portion of said remaining period to actuate said signal changing mechanism to permit traffic to proceed on said second highway and restrain traic on the first highway, means in said mechanism for rendering said vehicle actuated means inoperative after actuation until said signal changing mechanism has acted to permit traffic to proceed on said second highway; means cooperable with said mechanism, and operable by said vehicle actuated means when operated by a vehicle during said Xed portion, for operating during a second iixed portion of said remaining period to prevent the last named means actuated by said vehicle actuated means from acting to restore the proceed to the iirst highway, and means in said mechanism for rendering said vehicle` actuated means inoperative after actuation in said rst fixed portion during the remainder of said first fixed portion.

19. A tralic control system to be applied at a plurality of intersections of traffic lanes along one traffic lane and comprising signalling means to accord and interrupt right of way over said lanes and to be disposed adjacent each intersection, operating means for said signalling means, means regulating said operating means to cause the different signalling means at the several intersections along said one lane normally to accord right of way along said one lane sequentially, means in said operating means to accord an additional period of time to the display of right of way to said one lane, and means cooperable with said last named means operable to indicate to traiiic `on said one traic lane when it is passing any of said intersections in the said additional period.

` ALVIN O. OLAFSON. 

